Beruflich Dokumente
Kultur Dokumente
Dear Customer
The purpose of these Installation Instructions is to:
D provide assistance and advice in installing MAN D 08 and D28 series marine diesel engines08
D establish the conditions for trouble-free operation of the power plant and avoid installation-related mal-
functions and any consequential damage
These Installation Instructions apply for the installation of MAN D 08 marine diesel engines with distributor
injection pumps and D 28 engines with in−line injection pumps (not with common rail injection system),
which have been designed and built for commercial shipping.
Note:
The 50.99497−8066 Installation Instructions are no longer deliverable. They have been replaced by
these instructions (51.99496−8159).
It is essential when installing and operating marine diesel engines to also comply with the regulations of the
appropriate marine trade association and the relevant guidelines of the classification societies or supervis-
ory authorities.
Caution:
MAN is only liable for qualitative defects when these Installation Instructions have been observed.
On request and against payment, MAN will perform acceptance tests for installations. Certifications of pro-
totypes are only valid for series installations, provided that no retroactive modifications are carried out.
If you intend to modify a engine sub-assembly which has been acceptance-tested by MAN, you must notify
MAN in writing as renewed acceptance testing may be required.
Kind regards
MAN Nutzfahrzeuge Aktiengesellschaft
Nuremberg
1
Contents
Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Procedure for planning installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Power output and vessel speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessibility of engine in engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Maximum angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Engine mountings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Gearbox attachment on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Gearbox installation on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Aligning an engine with flange-mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Free-standing gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Transmission of power by propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Power take-off on opposite side to flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Air intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Cooling system with sea water heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Hull cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Electrical preheating of coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Tightening torques for screw connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Specifications
Ship’s main engines for medium duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Specifications
Ships’ main engines for heavy duty operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Recommended values for assignment:
Starter, battery size and starter cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Potential-free wiring diagram of basic components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
2
Safety regulations
General
Important safety regulations are summarised in this quick−reference overview and arranged by topic to ef-
fectively convey the knowledge necessary to avoid accidents causing injury, damage or environmental haz-
ards. Additional information can be found in the operating instructions for the engine.
Important:
Should an accident occur despite all precautionary measures, particularly one involving contact with corros-
ive acid, penetration of fuel into the skin, scalding by hot oil, antifreeze splashing into the eyes etc. you
must seek medical assistance immediately.
Checks, setting jobs and repair work must be carried out by authorised skilled personnel only.
D When carrying out maintenance and repair work, ensure that the engine cannot be ac-
cidentally started from the bridge by unauthorised persons.
D The engine may only be started and operated by authorised personnel.
D When the engine is running, do not get too close to the rotating parts.Wear closely−fit-
ting working clothes.
ËË
D Keep area surrounding engine, ladders and stairways free of oil and grease. Accidents
caused by slipping can have serious consequences.
D Only work with tools which are in good condition. Worn spanners / wrenches slip: Dan-
ger of injury.
D Persons must not stand under an engine suspended on a crane hook. Keep lifting gear
in good order.
D Open the coolant circuit only when the engine has cooled down. If opening the coolant
circuit while the engine is hot is unavoidable, observe the instructions in the chapter
”Maintenance and care” of the Operating Instructions.
D Do not tighten or undo pipes and hoses under pressure (lubricating oil circuit, coolant
circuit and any downstream hydraulic oil circuits). The fluids which escape can cause
injury.
D When checking the injection nozzles, do not hold your hands in the fuel jet. Do not in-
hale fuel vapour.
3
Safety regulations
D When working on the electrical system, first disconnect the earth cable of the battery
and reconnect this last to prevent short circuits.
D The engine must be cleaned thoroughly prior to repair. Ensure that dirt, sand or foreign matter
cannot get into the engine during repair work.
D If engine operation is disrupted, immediately determine the cause and have it remedied to prevent addi-
tional damage.
D Only ever use genuine MAN parts. Installation of “equally good parts” from other suppliers may cause
severe damage for which the workshop carrying out the work is liable.
D Never allow the engine to run dry, i.e. without lubricant or coolant.
Appropriate notices must be attached to engines that are not in an operable condition.
D Use only MAN−approved service products (fuel, engine oil, antifreeze and anti-corrosion agent). Main-
tain a high standard of cleanliness. Diesel fuel must be free of water.
D Do not fill engine oil beyond the max. notch on the dipstick. Do not exceed the maximum per-
missible engine inclination.
The engine may be seriously damaged if these instructions are not adhered to.
D Control and monitoring devices (charge control, oil pressure, coolant temperature) must be in perfect
working order.
D Observe the instructions for operating the alternator; see chapter “Maintenance and care” in the Operat-
ing Instructions.
Engine oil and filter cartridges and elements, fuel / fuel filters
D Old oil must be passed on for recycling.
D Take strict precautions to ensure that no oil or diesel fuel gets into the drains or the ground.
Caution: The drinking water supply could be contaminated.
D Filter elements are classed as dangerous waste and must be treated as such.
Coolant
D Treat undiluted corrosion protection agents and / or antifreeze as hazardous waste.
D When disposing of used coolant, the regulations issued by the relevant local authorities must be ob-
served.
4
Procedure for planning installation
Supplementary documents
The following documents are required in addition to these installation instructions:
D Installation drawing
This provides information on the exact dimensions and on connections for fuel, coolant and exhaust
gas. The dimensions in the brochures are only approximations and must not be used when an engine is
being installed.
D Supplementary drawings, layout diagrams, wiring diagrams etc.
Supplementary drawings (depending on the scope of delivery) may be required for the drilling pattern of
the engine mountings and the layout of resilient engine mountings in accordance with their Shore hard-
ness.
The drawings are sent on request, corresponding to the scope of delivery ordered.
Regulations of supervisory authorities and national regulations must be observed in addition to these in-
structions where appropriate.
5
Power output and vessel speed
v + 2, 43 ǸL
or
v + 2, 43
ǸL
6
Power output and vessel speed
Conclusion:
An increase in engine output does not automatically result in a comparable increase in speed.
7
Engine delivery
Note:
All loose parts must be itemised in a deliv-
ery list.
8
Engine delivery
9
Accessibility of engine in engine room
Note:
Advantages of easy access:
D Increased reliability of engine due to
facilitation of inspection and service
work
DLower service costs due to reduced time
outlays
Danger:
The emergency stop buttons must be
quickly and safely accessible!
10
Accessibility of engine in engine room
11
Accessibility of engine in engine room
12
Accessibility of engine in engine room
13
Accessibility of engine in engine room
Caution:
Restricted or no access to the engine
gives rise to:
D Risk to operational reliability due to in-
adequate maintenance and upkeep
D High maintenance costs due to inten-
sive labour
14
Engine foundation
Parallel Parallel
15
Maximum angle of inclination
α β
Note:
The angle β of 5_ at the free end may only occur when vessel is underway. The installation in-
clination at the free end is 0_ to assure ventilation of the cooling system.
Other installation inclinations available on request.
16
Engine mountings
Installation scenario 2:
Engine with free−standing gearbox
Engine on resilient mountings, gearbox on rigid
mountings
Engine bearing: “Megi Konus”
with height adjustment
Installation scenario 3:
V-drive
Engine on resilient bearings, gearbox on rigid
bearings
Engine bearings: “Megi Konus”
with height adjustment
Installation scenario 4:
Engine with flange−mounted V−gearbox
Engine and gearbox on resilient bearings
Engine bearings: “Megi Konus”
with height adjustment
17
Engine mountings
228
26 18
34
112
18
182
18
Engine mountings
200
165
140
35
17,5
19
Engine room ventilation
Caution:
The following equation provides a good rule of thumb for adequate engine room ventilation:
Engine room temperature = ambient temperature + 15_C (max. 20_C)
Measured at the front and back of the engine room and at the air filters.
An engine room temperature of 60_C must not be exceeded even under the most unfavourable conditions
to avoid impairment in the function of temperature−sensitive components (e.g. electronics).
In the interest of avoiding power losses, it is particularly important to prevent the intake air and fuel from
being heated.
Note:
The require air feedrate for dissipating convective and radiant heat is:
6 m3 / kW hour (4.5 m3 / hp hour).
This value is based on experience. The air flowrate required by the engines for combustion must
also be taken into account. See the specifications from page 88.
20
Engine room ventilation
Caution:
Water spray and splashes must not be al-
lowed to reach the engines!
21
Engine room ventilation
Fans
Large-dimensioned fans are required to ensure
that the entire engine room is thoroughly flushed
with fresh air.
The following criteria will help you in selecting ef-
fective fans:
1. Fans with
24V DC voltage,
dia. = 160 mm to 300 mm
2. Fans with
240V AC voltage supplied by the vessel’s alter-
nator,
dia. = 150 mm to 450 mm
Small fans attached to corrugated pipes are not
suitable as they do not provide a sufficient flowrate
and only guarantee a supply of fresh air in their
immediate vicinity.
22
Flywheel
Flywheels
MAN offers matching flywheel variants, depending SAE #14
on the type of drive chosen (flange−mounted gear-
box or power take−off via propeller shafts).
Flywheel I = 1.9 kgm2 for flange−mounting a gear-
box. Flywheels for EDC engines do not have any
SAE connections.
SAE #14
Flywheel with I = 1.1 kgm2 for attaching an articu-
lated shaft coupling, see page33
23
Gearbox attachment on engine
Danger:
Rotating machinery (V-belts, shafts, flanges) must be fitted with separate guards for safety rea-
sons. Please comply with accident prevention regulations.
24
Gearbox installation on engine
Flange-mounting a gearbox
Caution:
The design axial clearance of the engines’
crankshafts must not in any event be re-
duced by flange-mounting couplings or
other attachments.
Resilient coupling
The coupling must satisfy the following require- SAE #14
ments:
D It must be able to transmit the maximum engine
torque.
D Rotational oscillations and oscillating torques
1
(depending on the gas pressures in the cylin-
SAE #14
25
Gearbox installation on engine
Note:
Tightening torques for screws, see page 2
87
26
Aligning an engine with flange-mounted gearbox
Note:
Before the power plant (engine and flange-mounted reverse gear unit) is fitted, it is a good idea to
preload the resilient bearings before installation in the ship and give them time to settle. The need
for frequent subsequent adjustment can thus be avoided.
D Position the power plant on the resilient mountings in the specified arrangement (observe Shore
hardness)
D Fill the engine with coolant and the specified minimum oil quantity
Allow the power plant 12−24 hours to settle.
Note:
A resilient propeller shaft coupling between
gearbox output flange and propeller shaft
flange compensates low offset and re-
duces vibrations.
Caution:
Depending on the bearings, the maximum
adjusting height is:
D Cushy Float: 10 mm
D Megi Cone: 10 mm
This adjustment height must not be ex-
ceeded. Larger differences in height must
be compensated for with metal underlays.
The lower the adjusting height can be set,
the more reserve is available for subse-
quent readjustments after the mountings
have settled.
27
Aligning an engine with flange-mounted gearbox
Caution:
In order to avoid damage by vibrations and oscillations, the alignment of the power plant must be
checked annually or after approx. 3000 operating hours and if necessary adjusted.
Parallelism of flanges
Preliminary checking of shaft alignment
D Apply the straightedge  at several points to
check whether gearbox output flange À and 3
propeller shaft flange Á are mutually aligned.
Check for parallelism of flanges
D Join the propeller shaft flange and gearbox out-
put flange together
D Slide feeler gauge à with a 0.5 mm blade be-
tween the flanges, screw in a coupling bolt and
tighten slightly
D Pull out the 0.5 mm blade 1 2
D Check the gap size all round at 90_, 180_ and
270_ with 0.58 mm and 0.42 mm blades (the
tolerance must not exceed 0.08 mm)
D Remove the bolt and mark the gearbox output
flange 4
D Rotate the gearbox output flange through 90_,
180_ and 270_ and repeat the check
If the measurement is more than 0.125 mm, then
the propeller shaft flange is running out to much to
one side.
28
Aligning an engine with flange-mounted gearbox
Caution:
The alignment of the power plant must be
rechecked after the vessel has been
launched.
If readjustment is necessary, make sure
that all the bearings are equally loaded.
29
Free-standing gearbox
1
ÇÇÇ
ÇÇÇ
ÇÇÇ
30
Transmission of power by propshafts
Marine V-drive
(engine and propeller shaft form a “V”, propeller shafts form a ”W”)
1
2
4
3
β1 β2
6
5 β1 = β2
7
2 1
β1 β2
7
8
5 β 1 = β2
31
Transmission of power by propshafts
General
To avoid impermissible oscillations and resultant damage to the resilient coupling, the propeller shaft, en-
gine and gearbox, and to prevent these oscillations being transmitted to the engine foundation and to gen-
erally inhibit the production of vibrations, we urgently recommend the use of the following components and
the strict observance of the alignment tolerances.
If you fail to comply with these requirements, any warranty claims or complaints in relation to disruptive os-
cillations/vibrations will not be accepted by MAN.
32
Transmission of power by propshafts
Torsionally resilient coupling, propeller shaft and max. permitted running angle
The permitted running angles ß1, ß2 (see drawing, page 31) depend on:
D Type, design, weight of resilient coupling
D Propeller shaft version
D Engine power output
Note:
The coupling can only be installed when the engine has been equipped with the appropriate fly-
wheel for articulated shaft couplings. This coupling cannot be attached to the standard flywheel.
33
Transmission of power by propshafts
Note:
Flange bearings and resilient coupling are
installed ex-works.
Note:
The aforesaid running angles ß1, ß2 are permissible values for the engine. The permissible val-
ues for the gearbox can be obtained from the manufacturer. For the installation angle ß1, ß2 the
respectively smaller angle is to be chosen:
z.B. zul. ß1, ß2 determined by the engine: 5_, determined by the gearbox: 7_
defined installation angle ß1 = ß2 = max. 5_
34
Transmission of power by propshafts
Auxiliary equipment consisting of two alignment rods can be used to obtain the same running angle for a
V-configuration.
Examples of this auxiliary equipment are illustrated below.
This equipment of the stated dimensions can be used for propeller shafts with lengths of
Lz = 700 bis 1300 mm. Shorter or longer propeller shafts accordingly require shorter or longer rods A.
Procedure:Install the alignment rods instead of the propeller shaft. Both rods must be the same length.
Align the engine/gearbox so that the tips of the alignment rods meet. Then remove the auxiliary equipment
and install the propeller shafts.
35
Transmission of power by propshafts
Exception:
The input and output shafts do not lie in the same plane in the case of a spatially deflected propeller shaft.
To obtain a uniform output motion, in this case it is necessary to contra−rotate the inner joint forks so that
they lie in the plane of the bend at their junction. The deflected angles must also be the same.
36
Transmission of power by propshafts
Caution:
If the propeller shafts are incorrectly connected, the irregularity at the output will not be compen-
sated but rather reinforced. This will result in vibrations in the drivetrain. Joint bearings and
spline profiles may also be destroyed.
The propeller shafts must be arranged in such a way that the spline profile is protected as much as pos-
sible against dirt and moisture. This generally involves installing the shafts in accordance with the drawing
below, where the cardan seal points downwards so that any dripping splash water is channelled away from
the spline profile.
The cardan shafts must not be separated or switched round as this would jeopardise the balance of the
shaft. Balance weights must not be removed for the same reason.
37
Power take-off on opposite side to flywheel
M d nMotor
P Motor +
9549, 3
38
Power take-off
39
Power take-off
Caution:
Hydraulic pumps are available for the
clockwise and counterclockwise directions
of rotation.
They may only be used for the specified
direction of rotation.
The direction of rotation is defined as
viewed towards the shaft.
40
Power take-off
Caution:
Hydraulic pumps are available for the
clockwise and counterclockwise directions
of rotation.
They may only be used for the specified
direction of rotation.
The direction of rotation is defined as
viewed towards the shaft.
41
Power take-off
2 3
Caution:
Hydraulic pumps with clockwise and
counterclockwise actions are available.
They may only be used for the specified
direction of rotation.
The direction of rotation is defined as
viewed towards the shaft.
42
Air intake system
43
Air intake system
Note:
A sufficient rate of precipitation is only as-
sured by the wet air filter when it is reg-
ularly wetted with oil.
If the filter is not adequately serviced,
there is a risk that dust particles may be
not be filtered out.
Caution:
Be sure to protect the air filters from becoming contaminated by air borne dust, during vessel
construction.
44
Exhaust system
Danger:
D The exhaust system must be completely ’gastight’ to fully exclude the danger of asphyxiation.
D Exhaust pipes must be wrapped in fireproof insulation and suitable contact protection.
Caution:
D The exhaust lines must not be allowed exert any forces on the engine or the turbochargers.
D No water may reach the engine.
DThe cross section of the exhaust system must be sufficient to ensure compliance with the maxi-
mum permitted exhaust back pressure.
DExhaust gases originating from different engines may not be fed into one system.
45
Exhaust system
Caution:
If sea water reaches the engine, it will re-
sult in a total write-off that is not covered
by the MAN warranty.
Caution:
Secure and support the exhaust pipes so
that the turbochargers are not subjected to
mechanical loading. 2
46
Exhaust system
47
Exhaust system
5 4
3
2
1
48
Exhaust system
49
Exhaust system
Average back pressure (pressure drop) in hPa (mbar) per 1 m exhaust pipe, depending on the ex-
haust gas mass flowrate in kg/h and the clear diameter in mm
Exhaust gas
Mass flowrate * Diameter in mm
kg / h 80 100 120 140 160 180 200
800 9.9 3.0 1.2 0.5 0.3 0.1 0.1
900 12.6 3,8 1.5 0.6 0.3 0.2 0.1
1000 15.5 4.7 1.8 0.8 0.4 0.2 0.1
1100 18.8 5.7 2.2 1.0 0.5 0.3 0.2
1200 22.3 6.8 2.6 1.1 0.6 0.3 0.2
1300 −−− 8.0 3.0 1.3 0.7 0.4 0.2
1400 −−− 9.3 3.5 1.6 0.8 0.4 0.2
1500 −−− 10.7 4.0 1.8 0.9 0.5 0.3
1600 −−− 12.1 4.6 2.0 1.0 0.5 0.3
1700 −−− 13.7 5.2 2.3 1.1 0.6 0.4
1800 −−− 15.3 5.8 2.6 1.3 0.7 0.4
1900 −−− 17.1 6.5 2.9 1.4 0.8 0.4
2000 −−− 18.9 7.2 3.2 1.6 0.8 0.5
2100 −−− 20.1 7.9 3.5 1.7 0.9 0.5
2200 −−− 22.9 8.7 3.8 1.9 1.0 0.6
2300 −−− −−− 9.5 4.2 2.1 1.1 0.6
2400 −−− −−− 10.4 4.6 2.2 1.2 0.7
2500 −−− −−− 11.2 5.0 2.5 1.3 0.8
2600 −−− −−− 12.2 5.4 2.6 1.4 0.8
2700 −−− −−− 13.1 5.8 2.9 1.5 0.9
2800 −−− −−− 14.1 6.2 3.1 1.6 0.9
2900 −−− −−− 15.1 6.7 3.3 1.8 1.0
3000 −−− −−− 16.2 7.1 3.5 1.9 1.1
3100 −−− −−− 17.3 7.6 3.8 2.0 1.1
3200 −−− −−− 18.4 8.1 4.0 2.1 1.2
3300 −−− −−− 19.6 8.6 4.2 2.3 1.3
3400 −−− −−− 20.8 9.2 4.5 2.4 1.4
3500 −−− −−− 22.0 9.7 4.8 2.6 1.5
3600 −−− −−− −−− 10.3 5.0 2.7 1.5
3700 −−− −−− −−− 10.8 5.3 2.9 1.6
3800 −−− −−− −−− 11.4 5.6 3.0 1.7
3900 −−− −−− −−− 12.0 5.9 3.2 1.8
4000 −−− −−− −−− 12.7 6.2 3.3 1.9
4100 −−− −−− −−− 13.3 6.5 3.4 2.0
4200 −−− −−− −−− 14.0 6.8 3.6 2.1
4300 −−− −−− −−− 14.6 7.1 3.7 2.2
4400 −−− −−− −−− 15.2 7.4 3.8 2.3
4500 −−− −−− −−− 15.9 7.7 4.0 2.4
4600 −−− −−− −−− 16.5 8.0 4.1 2.5
* For engine values, see technical data in the appendix
50
Exhaust system
Average back pressure (pressure drop) in hPa (mbar) per 90_ manifold (R/d = 1.5), depending on
the exhaust gas mass flowrate in kg/h and the free diameter in mm
Exhaust gas
Mass flowrate * Diameter in mm
kg / h 80 100 120 140 160 180 200
800 9.8 4.0 1.9 1.1 0.6 0.4 0.3
900 12.3 5.1 2.5 1.3 0.8 0.5 0.3
1000 15.2 6.2 3.0 1.6 1.0 0.6 0.4
1100 18.4 7.6 3.6 2.0 1.2 0.7 0.5
1200 21.9 8.9 4.3 2.3 1.4 0.9 0.6
1300 −−− 10.6 5.1 2.8 1.6 1.0 0.7
1400 −−− 12.2 5.9 3.2 1.9 1.2 0.8
1500 −−− 14.1 6.8 3.7 2.2 1.3 0.9
1600 −−− 16.0 7.7 4.2 2.4 1.5 1.0
1700 −−− 18.0 8.7 4.7 2.8 1.7 1.1
1800 −−− 20.2 9.8 5.3 3.1 1.9 1.3
1900 −−− −−− 10.9 5.9 3.4 2.2 1.4
2000 −−− −−− 12.0 6.5 3.8 2.4 1.6
2100 −−− −−− 13.3 7.2 4.2 2.6 1.7
2200 −−− −−− 14.6 7.9 4.6 2.9 1.9
2300 −−− −−− 15.9 8.6 5.0 3.1 2.1
2400 −−− −−− 17.3 9.4 5.5 3.4 2.3
2500 −−− −−− 18.8 10.2 6.0 3.7 2.4
2600 −−− −−− 20.4 11.0 6.5 4.0 2.6
2700 −−− −−− −−− 11.8 6.9 4.3 2.8
2800 −−− −−− −−− 12.7 7.5 4.7 3.1
2900 −−− −−− −−− 13.7 8.0 5.0 3.3
3000 −−− −−− −−− 14.6 8.6 5.4 3.5
3100 −−− −−− −−− 15.6 9.1 5.7 3.7
3200 −−− −−− −−− 16.6 9.7 6.1 4.0
3300 −−− −−− −−− 17.7 10.4 6.5 4.2
3400 −−− −−− −−− 18.8 11.0 6.9 4.5
3500 −−− −−− −−− 19.9 11.7 7.3 4.8
3600 −−− −−− −−− 21.0 12.3 7.7 5.0
3700 −−− −−− −−− 22.2 13.0 8.1 5.3
3800 −−− −−− −−− −−− 13.7 8.6 5.6
3900 −−− −−− −−− −−− 14.5 9.0 5.9
4000 −−− −−− −−− −−− 15.2 9.5 6.2
4100 −−− −−− −−− −−− 15.9 10.0 6.5
4200 −−− −−− −−− −−− 16.6 10.5 6.8
4300 −−− −−− −−− −−− 17.4 11.0 7.1
4400 −−− −−− −−− −−− 18.1 11.4 7.3
4500 −−− −−− −−− −−− 18.8 11.9 7.6
4600 −−− −−− −−− −−− 19.5 12.3 7.9
* For engine values, see technical data in the appendix
51
Exhaust system
52
Exhaust system
Note:
A measuring point with an M14x1.5
threaded connection must be provided by
the shipyard so that the exhaust back
pressure can be sampled .
This avoids time losses during commis-
sioning!
Caution:
If the maximum value is exceeded, this will
result in an unacceptably high exhaust
temperatures, thermal loading, insufficient
engine power and the generation of thick
smoke.
53
Exhaust system
Danger:
Missing or unsuitable insulation can lead
to:
D Accidents with burns
D Fires in the engine room
D High engine room temperatures
Caution:
Asbestos and fibre glass are unsuitable for
use as insulation materials.
54
Cooling system with sea water heat exchanger
Danger:
If higher temperatures are expected, then
the manufacturer should be consulted.
55
Cooling system with sea water heat exchanger
Scoop
Although the inlet cross-section of the scoop is
determined by the diameter of the sea water inlet
pipe, it should be made as large as possible within
these parameters. 2
In order to achieve a flow-optimised shape, the
entire scoop should be produced as a single cast-
ing.
The sea water enters through a grille with large
openings between the bars Á. In order the assist
the inflow into the sea water inlet pipe to the en-
gine, the back of the scoop  must have a round,
flow−optimised shape so that no water back pres-
sure can impair the sea water supply.
56
Cooling system with sea water heat exchanger
Note:
The connections on the engine for sea
water inlet and sea water outlet and their
cross-sections are indicated in the relevant
installation drawing.
57
Cooling system with sea water heat exchanger
V-engines
Flowrates of sea water -displacement pumps in litres / minutes
Engine model MAN no. of Engine speed Engine speed Engine speed
sea water pump 1800 rpm 2100 rpm 2300 rpm
(make)
D 2848 LE405 51.06500−7026 −− 410 −−
(Jabsco)
D 2840 LE 50.06500−7013 350 380 430
(Jabsco)
D 2840 LE401 51.06500−7026 −− 410 450
(Jabsco)
D 2842 LE 50.06500−7011 350 410 450
(Johnson)
D 2842 LE401 51.06500−7026 −− 410 450
(Jabsco)
D 2842 LE403 51.06500−7035 480 −− −−
(Johnson)
D 2842 LE405 51.06500−7035 −− 450 −−
(Johnson)
D 2842 LE410 51.06500−7035 −− 560 −−
(Johnson)
D 2842 LE412 51.06500−7035 480 −− −−
(Johnson)
D 2842 LE413 51.06500−7035 −− 560 −−
(Johnson)
R Engines
Flowrates of sea water -displacement pumps in litres/minutes
Engine model Item no. of Engine speed Engine speed Engine speed
sea water pump 1800 rpm 2100 rpm 2400 rpm
(make)
D 0836 LE402 51.06500−7042 −− −− 275
(Jabsco)
D 2866 LE403 51.06500−7026 −− 360 −−
(Jabsco)
D 2876 LE402 51.06500−7026 −− 360 −−
(Jabsco)
D 2876 LE403 51.06500−7026 310 −− −−
(Jabsco)
R Engines
Flowrates of sea water rotary pumps in litres / minute
Engine model Item no. of Engine speed Engine speed Engine speed
sea water pump 1800 rpm 2100 rpm 2200 rpm
(make)
D 2866 LXE40 51.06500−7039 180 230 −−
(Steimel)
58
Cooling system with sea water heat exchanger
Caution:
Fill rotary pumps with water before using
the first time!
Caution:
When a gearbox oil cooler is connected,
the sea water inlet should be equipped
with baffles so that the gearbox oil cooler
is supplied with an adequate amount of
water, see page 62.
1
59
Cooling system with sea water heat exchanger
Sea valves
Ball valves which are bolted directly to the scoop
should be used as sea valves À.
These can be swiftly closed in an emergency (pipe 1
break).
In addition, the “Open / Closed” setting of the valve
can be immediately identified from the position of
the handle.
60
Cooling system with sea water heat exchanger
61
Cooling system with sea water heat exchanger
4 1
62
Cooling system with sea water heat exchanger
Startup
Note:
Proof of an adequate sea water supply is provided by the elimination of the underpressure in the
inlet pipe with increasing vessel speed, ideally being changed into overpressure.
D in the status: 0.3 bar with the set rated speed
D with the maximum speed: 0.05 bar
If the underpressure increases during the voyage, the sea water supply is not assured.
63
Hull cooling
Hull cooling
With hull cooling one or more hull cooling cells are used instead of the heat exchanger.
Hull cooling cells are containers integrated into the outer shell of the ship below the water line.
The engine coolant pump feeds engine coolant through the hull cooling cells where it gives off heat to the
surrounding river or sea water.
3 4
À Expansion tank (due to its large volume frequently cannot be mounted on the engine)
Á Engine coolant pump
 Hull cooling cell for engine coolant
à Hull cooling cell for the intercoolant
Ä Sea water pump as circulatory pump for the intercoolant
Note:
The external hull cooling cell for the intercoolant is always considerably larger than the hull cooling
cell for the engine coolant, as the temperature of the intercooler circuit is lower.
Paints of coat on the hull below the waterline in the vicinity of the cooling cells impair heat transfer.
64
Hull cooling
Establishing design parameters for a hull cooling system for engine coolant
The hull cooling area must be of a certain size to ensure that coolant heat is conducted away under all op-
erating conditions.
This cooling area depends, among other things, on the planned top speed of the vessel which, for a given
engine rating, is determined by the total drag produced by the hull.
Recommended values for the design of the hull cooling area as products of the amount of coolant heat to
be dissipated and the speed of the ship can be found in the tables on the following pages.
The amounts of heat to be dissipated at max. power output can be obtained from the technical data in the
appendix.
Hull coolant cell heights of over 20 mm are to avoided, as the heat transfer occurs only within a small
boundary layer. In addition, great heights result in large cross sections and, consequently, in flow rates that
are too low, which impairs the heat transfer performance.
The free cross section of the cooling system may not be simply made as small as possible, as otherwise
the pressure drop will be too high. Flow resistance in the cooling system can be effectively reduced by the
use of deflectors at the bends.
Note:
Effective air bleeding of each cell section upstream of the expansion tank is critical in assuring sys-
tem reliability.
65
Hull cooling
Expansion tank
Cooling water expands as it absorbs the heat generated by engine operation. An expansion tank must be
installed to compensate for this expansion.
If an expansion tank is made by the shipyard, the following guidelines must be observed:
D In order to prevent cavitation in the cooling circuit, the cooling system must be a closed pressurised sys-
tem, i.e. the expansion tank must be equipped with an actuating valve that is activated at
0.7 − 1.0 bar above atmospheric pressure / 0.08 bar below atmospheric pressure.
D The water volume of the expansion tank must be y 15%, the air volume approx. 7 − 12% of the total
coolant filling volume (engine and cooling system on the ship).
D It is possible to remove the expansion tank from the engine and install it separately in the engine room if
required for reasons of space. In this case ensure that the expansion tank is installed above the engine
coolant level.
D All air bleed lines from the engine and the cooling system should be laid with a constant rise to the ex-
pansion tank and should not be allowed to cause any turbulence in the expansion tank.
Caution:
For all engines with a three-figure development no. 4.. in the model designation (e.g. 401, 410 etc.)
a maximum temperature for the charge−air coolant of 32°C at the intercooler inlet is obligatory.
With engines D 2866 LXE40, D 2840 LE and D 2842 LE an inlet temperature of more than 32°C is
possible, but then the power output must be reduced. See page 67.
A second cooling system with a separate pump must be installed for the intercooler.
The circulating pump may be procured by the shipyard itself, but must meet the following minimum delivery
requirements:
− D 28 in-line engines (1,500 rpm): 10 m3/h
− D 28 in-line engines (1,800−2,200 rpm): 15 m3/h
− D 28 V-type engines: 27 m3/h
Alternatively, the sea water pump mandatory for sea water heat exchanger cooling systems may be used.
The cooling surfaces for the intercooler circuit and the associated measuring stations are stated on
page 70.
The air bleeding lines for the intercooler circuit must not be connected to the expansion tank for the engine
coolant circuit.
There is no need to provide a separate expansion
tank. As shown in the below drawing, all that is
required, is to fit a pipe socket closed with an actu- 4
ating valve.
À Intercooler
3
Á Pipes for the intercooler circuit
 Pipe socket (volume: 0.5 − 1 litre)
à Cap with actuating valve 1
66
Hull cooling
P +*1 t)110
3
Key:
P = Power as a % of rated power
t = Inlet temperature of the coolant into the intercooler in _C
Example:
The coolant inlet temperature into the intercooler is 60_C.
P +*1 60)110 + 90
3
The engine can now be operated with only 90 % of its max. output.
Caution:
Contamination and welding residues will destroy the engine coolant pump and lead to leaks.
Fig. 6
The cooling system of the engine should be filled with a mixture of potable mains water and antifreeze with
an ethylene glycol basis or corrosion inhibitor.
Note:
Only use coolants that comply with MAN specifications.
For basic information on fuels, lubricants and coolants refer to the publication ”Fuels, Lubricants
and Coolants for MAN Diesel Engines”. You can find the approved products on the Internet at:
http://www.man-mn.com/ " Products & Solutions " E-Business
The coolant consisting of water and antifreeze should be premixed before being introduced into the cooling
system. Pure antifreeze impairs heat transfer. When filling, carefully bleed the system of trapped air.
67
Hull cooling
Recommended values for the cooling area in m2 for outboard hull cooling of the
engine coolant circuit (river or sea water temperature = 32_C)
10 1 2
3
9
7
Cooling area in m2
1
100 150 200 250 300 350 400 450 500 550 600 650
Caution:
Paints of coat can have an insulating effect! When calculating the required cooling surface area in
accordance with the above diagram, the coat of paint on the hull has not been allowed for. A safety
margin of 50% has been employed to cover fouling, deposits and so on.
68
Hull cooling
Recommended values for the area of cooling surfaces in m2 for outboard hull
cooling of the engine coolant circuit (river or sea water temperature = 20_C)
10
1
9
2
8
7
Cooling area in m2
1
100 150 200 250 300 350 400 450 500 550 600 650
Caution:
Paints of coat can have an insulating effect! When calculating the required cooling surface area in
accordance with the above diagram, the coat of paint on the hull has not been allowed for. A safety
margin of 50% was employed to cover fouling, deposits.
69
Hull cooling
Recommended values for the area of cooling surfaces in m2 for outboard hull
cooling of the intercooler circuit (river or sea water temperature = 20_C)
18 1
17
16 2
3
15
14
13
12
Cooling area in m2
11
10
0
20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
Caution:
Paints of coat can have an insulating effect! When calculating the required cooling surface area in
accordance with the above diagram, the coat of paint on the hull has not been allowed for. A safety
margin of 50% was selected to cover fouling, deposits.
70
Fuel system
Caution:
Water in the fuel causes:
D incomplete combustion
D jamming of injectors
D damage to the injection pumps
D piston damage
D destruction of the engine
Note:
MAN recommends water separator with electrical warning relays connected to the engine monitor-
ing system.
Tank
Tank capacity
The required tank capacity depends on the engine power, the fuel consumption and the required range.
The following equation provides a rough-and-ready estimate. In addition, sufficient fuel reserves must also
be provided.
P be t
V+
830
Key:
V = Tank capacity in litres
P = Engine output in kilowatts at cruising speed
t = Running time in hours
be = Specific fuel consumption at full load in grams per kilowatt hour.
A guideline value of 220 g/kWh is sufficiently accurate for making an estimate.
71
Fuel system
Tank construction
The tank must be made of fuel- and corrosion-resistant materials. We recommend that tanks should be
made of special steel. Under no circumstances must galvanised metal be used. The tank must be robust in
construction. We recommend the use of baffles to prevent fuel from sloshing when the ship is in heavy
seas and to prevent any air from being drawn in. The tank bottom must have a depression with a drainage
device where contaminants and condensation can collect.
Condensation in the fuel tank encourages the growth of micro-organisms in diesel. These micro−organisms
cause premature filter blockages and corrosion damage. This is why it is important that condensation accu-
mulating in the tank and in the filter is drained off regularly.
The inlet of the fuel feed line to the engine should be approx. 100 mm above the tank bottom. We recom-
mend that the return line from the engine to the tank be located as far away from the feed line as possible
and project as far into the tank as the feed line.
Caution:
When the tank has been installed, remove all contamination, scales and welding beads from the
tank and check it for leaks.
Fuel lines
Protect fuel against heating up. Heated fuel expands and its specific weight is lower. As a result, the mass
of fuel injected is smaller, causing the power output to drop. For this reason fuel lines from the tank to the
engine and back must not run by or fixed to hot engine parts.
The internal cross sections of the fuel pipes must not be smaller than that at the injection pump socket.
Select fuel− and flame−resistant material for the fuel lines.
Before the fuel system (tank and pipes) is commissioned, the whole system must be cleaned.
72
Fuel system
Leakage sensor
Version is available for the following engines:
− D 0836 LE402 2
− All D 28 in-line engines with type designation
LE4..
− All D 28 V-engines with type designation
LE4..
The fuel À collects in the fuel collecting pan under
the fuel filters. 1
This pan is equipped with a fuel level probe Á
which issues a voltage signal when it contacts fuel.
(please also refer to diagram)
2 1
73
Lube oil system
Oil quality
Note:
Only use fuel, coolants and lubricants in accordance with MAN regulations, otherwise the manu-
facturer’s warranty will not apply!
For basic information on the consumable materials, refer to the publication “Fuels, Lubricants and
Coolants for MAN Diesel Engines”.
You can find the approved products on the Internet at:
http://www.man-mn.com/ " Products & Solutions " E-Business
Marking dipstick
The oil dipsticks for the main engines are usually
not marked by the manufacturer, as their final in-
stallation position is unknown. Therefore once the
engine is installed, they must be marked.
Proceed as follows:
D Add the minimum amount of oil stipulated for
each oil pan (see Operating Instructions,
Technical Data or stickers on the valve caps).
Then wait approx. 1/2 hour until the oil has col-
lected in the oil pan.
D Pull out the dipstick and mark the visible mini-
mum oil level (MIN) on it.
D Then top up the difference to the maximum per-
mitted volume in the pant, wait approx. 1/2 hour
and mark the max. oil level (MAX) on the dip-
stick.
D After filling with oil, start the engine and let it
idle for a few minutes. Turn off the engine.
Check the oil level after approx. 5 minutes.
MAX
D The oil filters and oil lines fill up while the en-
gine is running, therefore top up the shortfall in MIN
oil now. Note of the overall oil quantity.
Caution:
Overfilling the engine with oil will result in Oil
?
engine damage!
MAX
MIN
74
Lube oil system
Note:
Oil filters fitted separately from the engine should therefore be avoided where possible.
If it is not possible to install the engine in the engine room unless the oil filters are installed separately, then
the connected pieces required should be obtained from MAN.
1
2
4 2
3
Caution:
Only use original MAN parts! Even the hoses Á may only be obtained from MAN!
75
Lube oil system
Note:
The picture shows the 90 degree manifold
fitted, see item  in drawing on page 75.
Caution:
The engine will be destroyed if the connec-
tions are mixed up!
Caution:
Always maintain absolute cleanliness when working on the oil circuit! Plug opened connections with
protective caps.
76
Propeller system
Power in %
P1 : P2 = n13 : n23
50
with the cube of the engine speed, i.e. if the pro-
peller speed and, consequently, the ship speed is 1 2 3
40
to be doubled, the power input has to be increased
eightfold (23). 30
The associated power inputs and speeds are pres-
ented in percent in the adjacent diagram and table 20
according to the propellor law. These are theoreti-
cal values that solely describe an ideal state. 10
77
Propeller system
Power in %
This guarantees that rated engine speed is 50 1 2 3
achieved if drag (due to fouling) increases any
further. 40
Caution: 60
Power in %
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
78
Propeller system
Power in %
À
Á Tractive resistance curve 50 1 3
 Breakaway curve
à Operating point if the propeller is too small 40
20
10
3
0
40 50 60 70 80 90 100 110 120
Speed in %
Note:
Always equip adjustable propeller systems with combination systems.
79
Electrical system
Vessel ground
The vessel ground is formed by a copper strip which runs longitudinally along the hull and is connected to
the zinc anodes.
The engine, gearbox and terminal box must be connected to the vessel ground by a ground cable.
Batteries
Separate batteries have to be provided for the starter of each engine.Onboard 24V DC consumers have to
be supplied by their own batteries.
Starter motor
The starter motor is of the dual polarity DC type À
as in all MAN marine engines. The negative cable
of the starter battery must therefore be led back to
starter terminal 31.
1
Caution:
The negative cable must never be con-
nected to the vessel ground, the hull or
other components.
80
Electrical system
Alternators
3
An alternator  is provided to charge the batteries
of each engine.
B− B+
G
3
− Batt.
+ Batt.
Terminal 15
Terminal 31
Terminal box, shipyard plugs X4
81
Electrical system
Terminal box
The terminal boxes must be connected to the
vessel ground by a ground cable.
82
Electrical preheating of coolant
2 3
83
Electrical preheating of coolant
84
Appendix
85
Tightening torques for screw connections
Screws / nuts with external hex.head or hex. socket head, or head without collar or flange
87
Specifications
Ship’s main engines for medium duty
D 0836 D 2866 LXE40 D 2866 D 2876 D 2848 D 2840 D 2840 LE D 2842 LE D 2842 D 2842 D 2842
LE402 LE403 LE402 LE405 LE401 LE401 LE413 LE410
Rated speed rpm 2400 1800 2100 2100 2100 2100 2100 1800 2100 1800 2100 2100 2100 2100
Rated power kW 265 279 294 368 412 478 478 365 412 441 497 588 735 809
hp 360 379 400 500 560 650 650 496 560 600 676 800 1000 1100
Torque at rated Nm 1054 1480 1337 1673 1874 2174 2174 1936 1873 2340 2260 2674 3342 3674
speed
Fuel consumption g/ 218 206 212 227 222 217 212 202 208 203 208 212 227 210
at max. power kWh
Average weight kg 730 1020 1020 1160 1290 1390 1580 1620 1620 1720 1720 1790 1790 1860
(dry, without gear-
box)
Ventilation system
Combustion air m3 / h 1270 1290 1500 1850 1880 2160 2780 1600 2100 1900 2350 3500 3490 3740
Radiant heat kW 30 35 37 25 80 45 50 44 51 56 60 70 90 48
Fuel system
Flowrate of fuel de- l/h 370 145 150 240 265 700 700 250 280 250 280 700 500 700
livery pump
88
Specifications
Ship’s main engines for medium duty
Exhaust system
D 0836 D 2866 LXE40 D 2866 D 2876 D 2848 D 2840 D 2840 LE D 2842 LE D 2842 D 2842 D 2842
LE402 LE403 LE402 LE405 LE401 LE401 LE413 LE410
Rated speed rpm 2400 1800 2100 2100 2100 2100 2100 1800 2100 1800 2100 2100 2100 2100
Exhaust-gas mass kg / h 1530 1550 1800 2225 2270 2600 3160 1930 2525 2290 2835 4100 4220 4510
flow
Exhaust tempera- _C 440 420 420 400 450 340 300 450 440 460 440 300 465 430
ture
Exhaust volumetric m3 / h 3130 3080 3580 4250 4710 4390 5200 4000 5170 4820 5800 6740 8930 9230
flow
89
Specifications
Ships’ main engines for heavy duty operations
D 2866 LXE D 2866 LXE D 2866 LXE D 2876 LE D 2840 LE D 2842 LE D 2842 LE D 2842 LE D 2842 LE
40 40 47 403 403 405 412
Rated speed rpm 1800 1800 1800 1800 1800 1800 1800 2100 1800
Rated power kW 190 250 221 331 346 420 529 662 588
hp 258 340 300 450 470 571 720 900 800
Torque at rated Nm 1008 1326 1756 1836 2228 2806 3010 3120
speed
Fuel consumption g/ 210 207 210 213 200 200 213 218 208
at max. power kWh
Average weight kg 1020 1020 1020 1160 1620 1720 1790 1790 1790
(dry, without gear-
box)
Ventilation system
Combustion air m3 / h 860 1210 1770 1600 1900 2860 3460 2880
Radiant heat kW 26 30 30 44 56 50 85 55
Fuel system
Pumped volume of l/h 145 145 230 250 250 600 500 600
fuel delivery pump
90
Specifications
Ships’ main engines for heavy duty operations
Exhaust system
D 2866 LXE D 2866 LXE D 2866 LXE D 2876 LE D 2840 LE D 2842 LE D 2842 LE D 2842 LE D 2842 LE
40 40 47 403 403 405 412
Rated speed rpm 1800 1800 1800 1800 1800 1800 1800 2100 1800
Exhaust-gas mass kg / h 1000 1460 2110 1930 2290 3430 4160 3460
flow
Exhaust gas tem- _C 390 400 360 450 460 350 400 360
perature
Exhaust gas volu- m3 / h 2190 2820 3840 4000 4820 6150 8010 5300
metric flow
91
Recommended values for assignment:
Starter, battery size and starter cable
92
Potential-free wiring diagram of basic components
Batteries Batteries
for starter for starter
motor motor
Batteries Batteries
for additional for additional
onboard onboard
consumers consumers
2nd. Alternator 2nd. Alternator
(optional) (optional)
Terminal box Engine- and External Terminal box Engine- and External
gearbox control unit gearbox control unit
brackets (optional) brackets (optional)
93
Potential-free wiring diagram of basic components
94
Notes
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95
Index
A G
Air intake system, Combustion air . . . . . . . . . . . 43 Gearbox mounting . . . . . . . . . . . . . . . . . . . . . . . . . 25
Alignment Gearbox oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . 61
Engine and flange-mounted gearbox . . . . . . . 27
Propeller shaft drive . . . . . . . . . . . . . . . . . . . . . . 35 H
Alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Hull cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
I
C Inclination max. perm. . . . . . . . . . . . . . . . . . . . . . . 16
Calculation of rotational oscillations . . . . . . . . . . 24 Installation drawing . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cardan shafts, General . . . . . . . . . . . . . . . . . . . . 36 Installation planning . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
L
Choice of materials . . . . . . . . . . . . . . . . . . . . . . 63
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Startup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Marking dipstick . . . . . . . . . . . . . . . . . . . . . . . . . 74
Crankshaft axial play . . . . . . . . . . . . . . . . . . . . . . . 25
Separately fitted oil filter . . . . . . . . . . . . . . . . . . 75
E
P
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Power output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Engine bearings, Height adjustment . . . . . . 17 , 27
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Engine delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Adjustable propeller . . . . . . . . . . . . . . . . . . . . . . 79
Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . 15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Engine mounting
Propeller shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Cushyfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Propeller shaft drive . . . . . . . . . . . . . . . . . . . . . . . 31
Megi Konus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Propeller shafts, Installation . . . . . . . . . . . . . . . . . 37
Engine mountings . . . . . . . . . . . . . . . . . . . . . . . . . 17
PTO, Hydraulic pump . . . . . . . . . . . . . . . . . . . . . . 39
Engine room
Accessibility of engine . . . . . . . . . . . . . . . . . . . . 10 S
Air requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . 3–5
Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Sea valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 sea water filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Sea water inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Exhaust back pressure Scoop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Max. perm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 sea water lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Sea water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Bellow expansion joint . . . . . . . . . . . . . . . . . . . . 52 Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Sea water injection . . . . . . . . . . . . . . . . . . . . . . . 47 T
Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Exhaust system, Dry, Calculation . . . . . . . . . . . . 49 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Tank capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
F
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 V
Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 V-Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Fuel system, Fuel pre-filter . . . . . . . . . . . . . . . . . 71 Vessel ground . . . . . . . . . . . . . . . . . . . . . . . . 80 , 82
Vessel speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
96